Car for traveling on single-rail elevated railways.



PATENTED NOV. 22, 1904.

F. B. BEHR. CAR FOR TRAVELING 0N SINGLE RAILYELEVATED RAILWAYS.

APPLICATION FILED JULY 18, 1904.

3 SHEETSSHBET 1.

N0 MODEL.

No. 775,743. PATENTED NOV. 22, 1904.

F. B. BEHR.

CAR FOR TRAVELING ON SINGLE RAIL, ELEVATED RAILWAYS. APPLICATION FILEDJULY 18,1904.

N0 MODEL, 3 SHEETS-SHEET 2.

PATENTED NOV. 22, 1904.

v E. B. BEHR. CAR FOR TRAVELING 0N SINGLE RAIL ELEVATED RAILWAYS.

APPLICATION FILED JULY 18, 1904.

3 SHEETS-SHEET 3.

.NO MODEL.

Patented November 22, 1904.

UNTTEE STATES PATENT EEicE.

FRITZ B. BEHR, OF LONDON, ENGLAND.

CAR FOR TRAVELING ON SINGLE-RAIL ELEVATED RAILWAYS.

QPEGIFICATION forming part of Letters Patent No. 775,743, dated November22, 1904.

Application filed July 18, 1904. Serial No. 217,075. (No model.)

To (LZZ whom it may concern:

Be it known that I, FRITZ BERNHARD BEHR, civil engineer, a subject ofthe King of Great Britain and Ireland, residing at 5 Queen Annes Gate,London, England, have invented certain new and useful ImprovementsRelating to Cars for Traveling on Single-Rail Elevated Railways, ofwhich the following is a specification.

Cars hitherto designed to run on a single- 'rail elevated railway havebeen constructed with bogies carrying the running-wheels and alsoguide-wheels which turn on vertical axes and run on guide-rails fixed oneach side of the track to the standards that support the single rail.

One disadvantage of the construction as at present in use is that whenthe bogie is traveling on a curve and is more or less inclined bycentrifugal force or from any other cause the guide-wheels on the sidewhich has gone up no longer retain their proper positions on theguide-rail, while those on the side which has gone down are alsodisplaced from their proper position against the guide-rails and bearagainst the latter with such a considerable pressure that much power islost, and another result is that it is impossible to allow the car toassume too great an inclination when passing through curves at very highspeed and that, therefore, the greatest comfort is not as much securedto the passengers as would be the case if the car could be allowed agreater inclination.

By the present invention these disadvantages are overcome and theguide-Wheels are kept in proper position and in constant fair contactwith the guide-rails for running whatever may be the inclination of thebogieframe and of the car, while on the side where the car is inclineddownward the guidewheels bear with a smaller pressure than was the casein previous constructions unless it is desirable in very sharp curves tocheck the inclination of the carriage before it has at tained themaximum for such curve, in which case the arrangement may be such thatthe pressure is increased on the inside guidewheels on the side wherethe car is inclined downward in proportion to the remaining centrifugalforce.

The axles of the guide-wheels are mounted on the bogie-frame in such amanner'that the frame can move independently of the axles in obedienceeither to centrifugal force or any other cause which may tend to deflectthe car to either side, and the axles are kept always in the positionfor the guide-wheels to run against the face of the guide-rails bysprings. These springs are between the bogie-frame and a sliding bar orroller which is urged by the springs against the axle to keep theguide-wheels against the guide-rails.

The upper part of the surfaces of or on the axle against which thesliding bar or roller bears is curved in such a manner that as thebogie-frame rises by centrifugal force or any other cause the pressureof the spring or springs to force the bar or roller against the axleincreases, so that the guide-wheels do not leave the guide rails,notwithstanding their tendency to leave them, owing to the centrifugalforce of the wheels and axle or from any other cause. The lower part ofthe said surface is curved in such a manner that as the bogie framedescends by centrifugal force orfrom any other cause the pressure of thesprings remains approximately constant unless it be desired that theinclination of the car be checked, when the lower part of the surface iscurved similarly to the upper part, so that the pressure of the springson the axle increases proportionately. These curves are calculated tosuit the radius of the curves of the track whereon the car is to travel,the speed of travel, and the weightof the car and of the guide-wheels.

One form of construction according to this invention is shown in theaccompanying drawings, in which- Figure 1 is a side elevation of acar-bogie; Fig. 2, a vertical section on line A A of Fig. 3, which is aplan.

On each side of the track are fixed to the standards supporting thetrack -rail a two rails Z), on each side of which runs a guidewheel 0.The guide-wheels of each pair turn on an axle f, provided with arms Z,the ends of which are arranged to slide in guides in, the one guidefixed to the saddle h of the bogie-frame and the other to another part,0, of the frame. The guides k are arcs of circles struck from points inthe middle line of the upper surface of the track-rail a. Fixed to orcast in one piece with each axle are blocks d, which formbearing-surfaces for pieces or rollers e, projecting from a bar n,bolted to sliding casings a, containing springs g, the compression ofwhich is adjustable by turning the nuts g. The surfaces of the blocks d,on which bear or press the rollers (5, are shaped to curves plotted bycalculation, so that as the inclination of the bogie-frame and themovement of the wheels increase with increase of centrifugal force orfrom any other cause, and the rollers c consequently slide up thesurfaces of d on one side of the track, the pressure which keeps thewheels 0 against the rails 5 increases. On the other hand, the rollers eon the side of the track where the inclination of the car is downwardslide down the surfaces of d, and the pressure here remains nearlyconstant, unless the curve be as shown in dotted lines, when thepressure will increase on this side also.

Obviously this invention is applicable to any number of guide-wheels,whether on each side or only one side of the track, and the curvedsurfaces may be carried by the bogie-frame, while the spring-pressedrollers are fixed to the axles.

Having thus described the nature of my said invention and the best meansI know of carrying the same into practical effect, I claim 1. In abogie-frame for a car which is to travel on a single-line elevatedrailway, guidewheels, axles for the guide-wheels and curved guideswherein the said axles are free to slide.

2. In a bogie-frame for a car which is to travel on a single-lineelevated railway, guidewheels, axles for the guide-wheels and guideswherein the said axles are free to slide, the said guides being parts ofa circle having its center on the railway.

3. In a bogie-frame for a car which is to travel on a single-lineelevated railway, guide- Wheels, axles for the guide-wheels mounted tomove independently of the frame when the latter oscillates on therailway, curved surfaces, and springs acting on the said surfaces insuch a manner that the guide-wheels are constantly kept in approximatelythe same position.

4:. In a bogie-frame for a car which is to travel ona single-lineelevated railway, guidewheels, axles for the guide-wheels mounted tomove independently of the frame when the latter oscillates on therailway, curved surfaces on the said axles and springs in compressionbetween the frame and the said surfaces.

5. In a bogie-frame for a car which is to travel on a single-lineelevated railway, guidewheels, axles for the guide-wheels mounted tomove independently of the frame when the latter oscillates on therailway, springs, and curved surfaces against which the said springspress, the curvature of such surfaces being such that when the frame isinclined the pressure of the spring on the side away from which theframe is inclined increaseswith the degree of the inclination.

6. In a bogie-frame for a car which is to travel on a single-lineelevated'railway, guidewheels, axles for the guide-wheels mounted tomove independently of the frame when the latter oscillates on therailway, springs, and

curved surfaces against which the said springs press, the curvature ofsuch surfaces being such that when the frame is inclined the pressure ofthe spring on each side increases with the degree of the inclination.

7. Abogie-frame for a car which is to travel on a single-line elevatedrailway, comprising guide-wheels, axles for the said guide-wheels,guides which are circular arcs struck from the railway and in which theaxles are free to slide, curved surfaces on the said axles and springsin compression between the said surfaces and the frame.

8. Abogie-frame for acar which is to travel on a single-line elevatedrailway, comprising guide-wheels, axles for the said guide-wheels,guides which are circular arcs struck from the railway and in which theaxles are free to slide, curved surfaces on the said axles and springsin compression between the said surfaces and the frame, the curvature ofthe said surfaces being such that when the frame is inclined thepressure of the spring on the side away from which the frame is inclinedin' creases with the degree of the inclination.

9'. Abogie-frame for a car which is to travel on a single-line elevatedrailway, comprising guide-wheels, axles for the said guide-wheels,guides which are circular arcs struck from the railway and in which theaxles are free to slide, curved surfaces on the said axles and springsin compression between the said surfaces and the frame, the curvature ofthe said surfaces being such that when the frame is inclined thepressure of the spring on each side increases with the degree of theinclination.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

FR. B. BEHR. Witnesses:

L. FRANK OTTOFY, FRANK Gr. SMITH.

